Heat Exchanger for Combustion Engines

ABSTRACT

A specific electrical generator powered by an external combustion steam engine that functions through the initial combustion of various potential fuel sources to consequently generate steam from an internal working fluid that drives an electric motor or alternator to generate electricity is provided. The steam is then condensed to return to its liquid form in order to again be heated into steam through further combustion. The all-in-one electric generator combusts the fuel provided within the generator and incinerates such fuel in a manner and in an environment to effectively eliminate the potential for appreciable resultant levels of nitrogen and/or sulfur oxides. The combustion fuel may be any type of material, such as used vehicle or equipment oil, waste vegetable or cooking oil, diesel, gasoline, syngases, natural gases, and the like.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.13/531,207, filed on Jun. 22, 2012, which claims priority from U.S.Provisional Patent Application 61/499,919 filed Jun. 22, 2011, bothapplications which are hereby incorporated by reference in theirentireties.

FIELD OF THE INVENTION

This invention pertains to a specific electrical generator powered by anexternal combustion steam engine that functions through the initialcombustion of various potential fuel sources to consequently generatesteam from an internal working fluid that drives an electric motor oralternator to generate electricity. The steam is then condensed toreturn to its liquid form in order to again be heated into steam throughfurther combustion. The all-in-one electric generator combusts the fuelprovided within the generator and incinerates such fuel in a manner andin an environment to effectively eliminate the potential for appreciableresultant levels of nitrogen and/or sulfur oxides. The combustion fuelmay be any type of material that creates the necessary exothermic resultupon combustion such that sufficient temperature is generated to producesteam from a working fluid source within the device itself. Such a fuelmay be waste or used oil from vehicles or equipment, waste vegetable orcooking oil from restaurants, diesel, gasoline, synthetic gases, naturalgases, methane and the like. Thus, the compact high kilowatt generatingdevice is encompassed within this invention, as well as a methodutilizing such a generator to that extent to provide electricity from acompact source into an electric power grid and/or to power lights,equipment, and the like, directly.

BACKGROUND OF THE INVENTION

There are many different electrical generators that have been developedthrough many years. Many rely upon the burning of fossil fuels (gasolineand diesel, in particular) to create heat that eventually transfers intoenergy (through various engine types, such as internal combustion andStirling engines). Such fossil fuel combustion generators (as well aswaste oil burning types), however, create problems with nitrogen oxide(NOx) and sulfur dioxide (SO₂) emissions and thus require caution andpossible extra filter technologies to protect the user and theenvironment from such toxic releases (particularly due to the hightemperatures required to incinerate liquid fuels that, in the presenceof air, create such undesirable byproducts). As well, the specific typesof fuel needed for such a device to function are usually limited andexpensive due to necessary fuel refinements for such a purpose. Althoughthe resultant kilowatt generation from such a device may be acceptablefor short term purposes (power outages, for instance), such a device ishighly undesirable in terms of providing electricity to a grid or forsustained periods of time, unfortunately.

Likewise, other past generators have relied upon internal combustionengines that exhibit bulky and/or extremely heavy configurations andrequire usage in a specific location. Such internal combustion deviceshave included Rankine cycle engines to provide steam generation andresultant power creation. Though effective in such configurations, theseengines are actually rather elaborate and/or highly inefficient for sucha purpose. As well, the utilization of typical combustion furnaces toheat a working fluid to its vapor phase has been followed in the past.Unfortunately, the continued feed of combustible fuel has created myriadproblems in such a situation as the fuel needed (including waste oils)has been heated within a chamber that instantaneously combusts thesubject fuel to the point of generating a high temperature but tooquickly to properly and completely incinerate the waste oils themselves,thus leading to the unwanted creation of NOx and SO₂ emissions duringcontinued water vaporization and eventual electricity generation. Inother words, the prior designs for such devices have been limited intheir fuel types (not to mention the proper balance of combustion andexhaust collection) to make it worthwhile for the user to provide acost-effective electrical generator. As well, as alluded to above, thecontinued safety issues with fuel combustion exhaust issues renders suchprior devices highly questionable in terms of availability at anydesired location for actual long term use, particularly without theadded expense of emission control components.

In a separate consideration, there exist particularly effective heatregenerative steam engines in U.S. Pat. Nos. 7,080,512, 7,856,122, and7,992,386 (as examples), all to Schoell, that are configuredspecifically to be incorporated and introduced within a system whereinthe source of water vaporization is waste heat from a manufacturingprocess. Such systems thus capture heat that typically is unusable andcouples such a source with a working fluid that becomes steam (or a likevapor) in order to generate electricity through a modified multi-pistonengine. No discussion is made of the potential for incorporating such aspecific, effective steam engine with any other type of heat source, andno provision is made for the necessary components required to possiblyutilize such a device with any type of heat source other than thosespecified as exhaust types from large-scale reactors. As such, althoughsuch a specific heat regenerative engine is effective in conjunctionwith certain waste heat sources, the investigation into any viabilitywith any other types of sources, let alone separate engines incorporateddirectly into such a heat regenerative type apparatus, has not beenexplored, particularly in terms of a small-scale device, regardless ofoverall end result in terms of kilowatt generation.

There thus exists a definite need to provide a cost-efficient,effective, environmentally friendly, electrical generator utilizing lowsquare footage genset technology. To date, unfortunately, theshortcomings of the prior devices delineated above leave a gapingomission in the types of generators available to such a degree withinthe electrical generator industry. This invention overcomes andprovides, in a narrow scope, a device that meets all of those goals andwith a capability to generate a high amount of kilowatts forintroduction within an electrical grid and/or to power lights,equipment, and the like, directly.

ADVANTAGES AND BRIEF SUMMARY OF THE INVENTION

It is a distinct advantage of the present invention to provide a gensetdevice that produces at least 6.0 kilowatts of electricity per hour ofoperation (preferably, at least 6.5, and more preferably at least 8.5)and that has a foot print of, at most, 4.6 square feet of area. It isanother advantage of the inventive device and method to utilize the heatof a waste oil, syngases, natural gases, propane, methane, diesel,gasoline, and the like, directly connected to and present as the heatsource for a heat regenerative engine to generate the minimum powerlevels noted above. Another advantage of this invention is the abilityof the overall system to utilize a working fluid as a steam resource aswell as an engine lubricant, all within a regenerative system that doesnot require any further introduction of working fluid therein.Additionally, another advantage of this invention is the capability tosafely utilize air that is passed through the condensing system so as toprovide a heat source within a certain space, open or confined.

Accordingly, this invention encompasses an all-in-one electricalgenerator that requires a total foot print of at most 4.6 square feet ofarea, wherein said generator includes a frame to which three separatemajor components are attached and configured in a stacked relation, orin a side by side relationship as the location may warrant, thereto,said components comprising: a) a heat generator component including i) acombustion chamber for the combustion and incineration of a volatilefuel that creates temperature sufficient to evaporate a working fluidinto steam upon exposure thereto, ii) an ignition device to spark withinsaid combustion chamber, iii) combustion air fans present within thecombustion chamber, and, alternatively, iv) an air compressor (providedinternally within or externally proximal to the system) to atomize aliquid fuel within said combustion chamber; v) a heat exchangerincluding at least one coiled tube within which a working fluid ispresent and which, upon exposure to the heat generated by said heatgenerator component, evaporates to become steam therein; b) a steamengine component including i) a plurality of radially configured pistonspresent in substantially the same plane through which said steam fromsaid heat exchanger passes to create piston movement thereby, ii)rotating a drive shaft, iii) a condenser comprising a cooling areathrough which said steam passes subsequent to passing through saidpistons, iv) a radiator, including a radiator fan to condense said steaminto a working fluid condensate, v) a sump for collection of saidcondensate, vi) one pump to deliver at least a portion of saidcondensate to said heat exchanger for recycling therein and introductionback into said pistons, and vii) another pump to deliver at least aportion of said condensate to said pistons for lubrication thereof; andc) an electric generator component for which the movement of said driveshaft creates electrical charge; wherein said heat generator isconnected directly to said heat exchanger to provide said sufficientlyhigh temperature to said at least one coiled tube. Attached to such anelectric generator may be any number of typical electrical systemcomponents to allow for transfer to either a specific piece of equipmentor a power grid. The method of generating electrical charge through sucha heat regenerative system is also encompassed within such an invention.

Such a device and method allows for the utilization of any type of fuel,including waste oils, syngases, and the like, as the heat source togenerate sufficient heat for the evaporation of a working fluid withinthe subject system to ultimately drive the piston engine component togenerate electricity through the creation of kinetic energy andtransferring such through a dynamo or like device present therein. Thesmall footprint of the overall device allows for a user to easilytransport and situate the overall generator in many different locations.The stacked (or, alternatively, side by side) configuration of thedevice contributes to the small footprint as well. In a stackedconfiguration the beneficial placement of a combustion chamber above theengine allows for the working fluid to turn to steam above the pistonengine with the subsequent transport of the resultant steam through thepistons facilitated by the pressures generated by the evaporativeprocess. Thus, the resultant steam can move downward through the coolingcondenser and radiator to permit recapture of the cooled steam as aliquid condensate in substantially the same condition as prior tointroduction within the heat exchanger. The same result may be accordedthrough a side by side configuration as long as suitable pressures arepresent to cause proper transport of the steam through the enginepistons and to the recapture/cooling device. Likewise, in a stackedconfiguration, the presence of the heat generator on top of the deviceallows for heat/smoke exhaust to release at a higher elevation, thusavoiding any possible contact or involvement with the other generatorcomponents (particularly with the cooling/radiating portions that allowfor working fluid recycling and reuse). A side by side configurationwill facilitate placement of an exhaust pipe at a location away fromsuch other generator components as well, if necessary. In eithersituation, the condensing system produces hot air through the process ofcooling (condensing) the working fluid before it returned to thecombustion chamber. Such a hot air source may also provide a benefit tothe user for supplying heat to a confined or open space upon propercollection and direction away from the overall electrical generator. Assuch, then, the air venting from the condensing system may be configurednot only to direct vent into the air, but it may be structured as acollection/transport device for a heat source for such a purpose. Tothat end, the inventive electrical generator may also be utilized as aspace heater or heat source, as alluded to above, for any other purposefor which coupling with such a compact electrical generator may besuitable. Thus, connecting to a venting system or machine that canreceive and transport heat in such a manner may be utilized to such anextent.

As it concerns the recapture and cooling of the working fluid (steam)within the overall inventive device, the pumps present thereon andtherein actually permit transport of the resultant cooled liquidcondensate to one of two locations and as one of two purposes: a) as anengine lubricant to reduce friction of the pistons during utilization;and b) as the source for steam generation within the heat exchangercomponent. If the working fluid transports to the piston engine forutilization as a lubricant, the liquid itself passes through the samecondenser (cooler and radiator) as the steam, thus leading back to thesame sump (reservoir and filter) and then to either of the two pumps(engine lubricant pump or heat exchanger feeder pump) for continuedrecycling in such a manner. As well, the heat exchanger feed is madethrough a series of pumps to create a higher pressure of the workingfluid prior to introduction within the narrow coiled tube(s) therein;the coils within the tube may be of any number, although the greater thenumber within narrower tube diameters facilitates steam generation to agreater degree when exposed to generator's heat. Additionally, the highpressure pump allows for greater pressure of the generated steam totransfer such trough the steam engine component for piston movement aswell as to force the steam through to the condenser, thus continuing thecomplete cycle. The electricity required to run the air compressor,pumps, the radiator fan, combustion air fan, and the ignition devicewithin the heat generator may run from the charge created by thegenerator itself as well.

Thus, the all-in-one electrical generator only requires the continuedintroduction of a fuel source to generate electrical charge; no furtherintroduction of working fluid is necessary for the device to function.As alluded to above, the stacked configuration of components allows forliquid condensation facilitation and proper heat exhaust from the heatgenerator component. Such a configuration thus permits an efficientelectrical generator that has a very small footprint size wise andpermits continued introduction of any type of volatile fuel source. Thespecific system allows for the utilization of waste oils (as oneexample), thereby permitting a means to reduce the potential fordischarge of such undesirable materials into the environment. As notedabove, however, the device may utilize any type of volatile material inliquid or gas form for such a purpose. If a waste oil (or like liquidsource) is utilized for such a purpose, the combustion chamber includesa further refinement to assure proper incineration thereof, namely anatomizer attached to a feed pump and compressor to ensure the waste oilor like liquid is separated into droplets in the presence of theignition component. If the waste oil or liquid were present in fullliquid form (i.e., highly viscous), the potential to properly ignite thesource would be extremely limited if not nonexistent. Thus, thenecessity to reduce the waste oil or liquid to sufficiently smalldroplets permits complete ignition and full utilization thereof of thewaste oil for, again, efficient and complete utilization of such a fuelsource. An in-line heater may be present, as well, to properly heat thewaste oil to a temperature that assists in the atomization and ignitionprocess. Additionally, in some situations, the continuous transfer ofsuch a liquid fuel source into the heat generator may prove difficult asany pressure build up or possible obstacles attributed to theatomization step may create a back-up in the feed line. To compensatefor such a potential problem, the device may include an overflowprotection component (siphon reservoir) wherein a feed line leads into areservoir from which a transfer line leads to the heat generator; such areservoir, however, is set within a larger reservoir that captures anyoverflow therefrom and is attached to a return feed line to the wasteoil or liquid source to ensure the fuel will be eventually utilized forits intended purpose. Alternatively, the overall device may include adirect feed line for the liquid fuel source with a shut off switch incase of overflow or pressure build up problems. Of course, as notedabove, if a gas fuel source is utilized, the atomizer would not beneeded, nor any overflow protection of the type described. A direct feedline for a gas line may be used with a shut off switch as well in such asituation.

In greater detail, the steam engine component, as alluded to above,includes a steam line in contact with and thus exposed to the heatgenerated within the heat generator component, the steam line(s) havingan exposed surface area allowing heat transfer in order to change thephase of working fluid within said steam line from liquid to steam. Theresultant steam is then delivered to an injector valve within the engine(for passage through the pistons) as well as an exhaust transfer passagefor delivering exhaust steam from at least one piston (cylinder) to thecondenser. At that point, the exhaust steam changes phase into a liquidin said condensing system prior to collection within a sump (reservoir).Subsequently, the collected condensed working fluid either returns tothe steam line or is transferred directly to the engine as a lubricant.

The engine itself is a drive assembly comprising a plurality ofcylinders configured within a single horizontal plane with a relatednumber of pistons movably captivated within each related cylinder andincluding a piston head structured and disposed for sealed,reciprocating movement within each cylinder; a crankshaft or driveshaft; a crank cam fixed to said crankshaft and rotatable therewith; aconnecting rod pivotally connected between said piston and said crankcam; and an injector valve operable between a closed position and anopen position to release a pressurized charge of steam into a topportion of said cylinder. Such an engine is thus connected with thesteam line described above to allow for the pressurized steam injectionto drive the pistons therein in such a manner as to generate sufficientkinetic energy to create rotational movement within the attachedelectrical generator present below the engine component itself. Such anelectrical generator is a typical dynamo, as one example, that permitsthe rotation of a magnet in the vicinity of a metal coil to generate andcapture electrons.

Thus, the overall device does not waste any of the fuel source needed togenerate the proper heat levels to cause vaporization of the workingfluid (such as deionized water into steam; other working fluids may beemployed as well, such a toluene, for example, to create the same highpressure vaporization thereof) in order to contribute the necessary hightemperature steam (or other working fluid result) to initiate the steamengine operation. Subsequent to the steam driving the pistons, etc., ofthe particular steam engine, the high temperature and pressure vapor isthen condensed within the condensing system noted above in order toreform as the starting working fluid. As further fuel source materialsare combusted and incinerated, the working fluid is continuouslysubjected to the high temperatures thereby and the process starts again,ultimately generating at least 6.0 kilowatt per hour of electricalpower.

The all-in-one device thus permits the continuous reusability of theparticular working fluid utilized therein through thermodynamic andcondensation processes. The only necessary actions taken by the user insome fashion would be the continued introduction of proper combustiblewaste oil or other combustible fuel that can easily create the neededhigh temperatures to vaporize the subject working fluid. Theincineration step is undertaken, as well, within a proper environment toavoid the generation of inordinate amounts of nitrogen and/or sulfurcontaining gases and thus, even upon high temperature incineration (andthus oxidation), undesirable nitrogen and sulfur oxides are avoided,thus providing a safer electrical generator to that extent. The exhaustfrom the fuel combustion/incineration still must be dealt with, butcoupled with the cleaner burning gases in terms of potentially dangerousoxides, as well as the potential to remove waste oils from theenvironment in general provides a much improved environmental impactthan for other devices for this electrical generation purpose.

Additionally, the provision of a compact all-in-one device including acombustion chamber and a steam engine with pistons exhibiting radialcylindrical configurations provides a capability in terms of electricalgeneration that has heretofore been difficult if not impossible toattain from a power per square footage perspective with the fuelsidentified. The 4.6 square foot all-in-one device provides this highlydesirable benefit, particularly in terms of allowing a user thepossibility of creating sufficient power to augment the electricalrequirements within a facility, reducing the electrical power neededduring operation, reducing the cost impacts of a facility peak powerdemand, and/or the capability of generating revenue through the sale ofpower to a local electrical grid. The compact configuration allows forease in transportation and shipping as well as a rather easy manner offinding a proper location (from a ventilation as well as heatsensitivity perspective, at least) for placement during utilization. Aswell, such a small and compact size facilitates the ability of the userto move the device to any place for grid and/or electrical panelconnections, too.

Thus, the device itself includes all of the specific components requiredof the specific steam engine component as well as the proper connectionsbetween that component and the combustion chamber (heat generation)component to allow for the proper, continuous (on-demand), and effectivegeneration of heat from the incineration of the selected fuel source.Such will be described in greater detail below, but of great necessityfor this particular device and method to be utilized, and, inparticular, to be properly configured to allow for proper transfer ofthe fuel source through the combustion chamber component of theall-in-one device. This process step utilizes an oil pump (for wasteoil) or proper supply tubes (for gaseous fuels) in order to introducethe fuel source into the combustion chamber, initially through theaforementioned dual container reservoir or direct feed line. The wasteoil or other fuels is provided in an external tank (that is notconsidered part of the inventive all-in-one device) and is connectedthrough a proper pipeline in the manner described above. The fuel sourceis then moved through the pipeline (again, via either an oil pump orsiphon line) through a filter (to remove large debris or otherundesirable materials, such as dirt, for instance) and then introducedwithin the combustion/incinerator chamber (with optional pass through adual container siphon reservoir in order to allot the proper amount offuel; the optional reservoir is not needed for gaseous fuel because thephase it is in, as noted above). Being of a relatively small and compactstructure, the proper configuration to create such a result withoutappreciably effecting the other components of the overall device is ofgreat importance. The fuel then travels from the reservoir to theheater(s) which provides sufficient heat to increase the temperature ofthe waste oil fuel source to allow for proper and immediate atomizationand ignition, but prior to actual incineration thereof. The power forthe heater(s) is initially provided through the electrical panel/gridtie or an electrical battery. The heated fuel source is then moved intothe actual combustion/incineration chamber. Being of a relatively smalland compact structure, the proper configuration to create such a resultwithout appreciably effecting the other components of the overall deviceis of great importance.

The all-in-one device design is a tower configuration with a properexhaust port at the top portion thereof, and a rectangular bottomportion that is in contact with a relatively flat surface for properstability. The maximum overall height of the device is roughly 56inches, while the square bottom portion is, as noted above, about 4.6square feet in area at a maximum and as an optimal dimensionalmeasurement.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a flow chart diagram of the overall electrical generationsystem described herein utilizing a liquid fuel combustion method.

FIG. 2 is a flow chart diagram of the overall electrical generationsystem described herein utilizing a gaseous fuel combustion method.

FIG. 3 depicts one potentially preferred embodiment of the overallelectrical generation system as depicted in FIG. 1.

FIG. 3A shows an alternative potentially preferred embodiment of theoverall electrical generation system with a different combustion chamberand feed line.

FIG. 4 is a side cross-sectional depiction of the combustion and enginecomponents of the electrical generation device shown in FIG. 3.

FIG. 4A is a side cross-sectional depiction of the alternativepotentially preferred electrical generation device shown in FIG. 3A.

FIG. 5 is a side cross-sectional depiction of a potentially preferredembodiment of a double wall siphon reservoir present within theinventive electrical generation device.

FIG. 6 is a side cross-sectional depiction of an embodiment of theinternal portions of the combustion chamber of the inventive electricalgeneration device for the incineration of liquid fuels.

FIG. 7 is an isolated top plan view showing a spider bearing (i.e.,crank disk) and a piston and cylinder arrangement of the waste heatengine.

FIG. 8 is an isolated top plan view in cross-section, showing a steamintake valve and intake valve control assembly for controlling a lowpressure steam or gas injection into each of the cylinders of the wasteheat engine.

FIG. 9 is an isolated view, shown in cross-section, taken from the areaindicated as 6 in FIG. 8, showing an intake valve at one of thecylinders in an open position to thereby allow injection of low pressuresteam or gas into the top of the cylinder.

FIG. 10 is an isolated view, shown in cross-section, showing the intakevalve of FIG. 9 in a closed position.

FIGS. 11-11D illustrate reciprocating movement of a piston within acylinder from a top dead center position through an exhaust stroke.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS AND THE DRAWINGS

In order to provide greater detail of the inventive electrical device,non-limiting drawings and descriptions thereof The ordinarily skilledartisan would understand that the scope of the overall invention is notintended to be limited in view of such drawings and descriptions.

In accordance with a preferred embodiment hereof, FIG. 1 shows theoverall inventive method followed in flow chart format. The overallsystem includes three distinct subsystems, being the fuel subsystem, theengine system and the electrical system. All three are sequentiallyconnected to one another to provide electrical generation capabilitythrough the burning of a fuel within the fuel subsystem to create heat270 to generate steam 285 to run the engine 290 in the engine subsystemwhich, in turn allows for electricity 375 to be generated by a motor 360within the electrical subsystem. Within the fuel subsystem fuel isstored in a fuel tank 200 (which may be replenished as neededexternally). The fuel 205 is transferred via a pump 210 through a filterstep 220 then to a pre-heater 240. Optionally, the system may include asuch as a direct feed line or siphon reservoir 225 such as shown in FIG.5, to distribute a suitable amount of fuel in an efficient mannerthrough to the combustion chamber 260. Otherwise, a direct feed linetransfers the fuel in such a manner. The pre-heating step 240 heats thefuel to a temperature between 120 and 160° C., which then leads thepre-heated fuel to a nozzle present within the combustion chamber 260for atomization and incineration in order to generate heat 270. Thepreheating step 240 particularly facilitates atomization thereof (suchas shown in FIG. 6) by generating the proper viscosity to, in turn,facilitate incineration within the combustion chamber 260. Atomizationis facilitated by the introduction of air 250 through a compressor, aswell. Upon combustion (incineration) 260, the exhaust is generated andreleased into the surrounding environment 265. The resultant heat 270generated from the combustion step 260 is then captured and transferredto the engine subsystem.

Within the heat subsystem, the heat 270 from the fuel subsystem isexposed to heat exchanger tube coils 280 within which is present aworking fluid that evaporates to form steam 285 therein. Thissteam/working fluid 285 is then transferred to a multi-piston engine 290whereupon the steam pressure forces the pistons therein to moveback-and-forth within cylinder housings (as in FIGS. 7 through 11D). Thesteam is then condensed 300, through exposure to a radiator 302 and acooling fan(s) 304 to lower the temperature of the working fluid tocreate a liquid condensate stored within a reservoir 310 (including afilter to remove any impurities). The condensed working fluid is thentransferred to one of two pumps: a feeder pump 320 moves the workingfluid to a high pressure pump 330 for reintroduction within the heatexchanger 280, while and engine lube pump 340 transfers the condensedworking fluid into the piston engine 290 to act as a lubricant therein.

The moving pistons of the engine subsystem are connected to an electricmotor 360 through a crankshaft (as in FIG. 4), to transfer themechanical energy 345 generated thereby to a generator/electric motor360 (such as a dynamo) to create electrical charges as a result. Thecrankshaft motor assembly 360 is connected to a tachyometer 370 thatreads the signal 365 from the motor 350 to indicate the speed of themotor during use. The motor 360 can thus generate a certain amount ofelectricity 375 from such mechanical energy 345, sending such electricalsignals and charges to a controlled relay 380, a main breaker 385, andthen to an electrical panel 390 to permit the controller to decide thetarget destination of the generated electricity, whether it be a powergrid 400 or a stand-alone piece (or pieces) of equipment 395.

FIG. 2 provides an alternative device but utilizing gaseous fuels,rather than liquid fuels. In such a device, there is a direct feed intothe incinerator step 260, instead, and no atomization componentnecessary.

With such an overview, there is provided, in FIG. 3, a low-footprintelectrical generation device 10 that weighs approximately 600 dry weightpounds and requires only 4.6 square feet of space (and a proper locationfor the exhaust and any heat to dissipate safely). The device 10 ispresent on a 4-legged frame 12 to allow for the vertical placement(i.e., stacked configuration) of the individual components (as definedin FIG. 1 as the subsystems, in essence). At the top of the device 10resides a combustion chamber 14 that is structured to allow for a heatexchange unit to rest comfortably therein and in sufficiently closeproximity to an incinerating component (as in FIG. 6, for instance). Aswell, the combustion chamber provides a cyclonic movement of the heatgenerated therein to provide thorough exposure to the coils (160 in FIG.4, for example) present within the heat exchanger component. An exhaustpipe 34 is present in the middle and atop of the combustion chamber 14to permit proper release of incinerated fuel exhaust. A working fluid(such as tap water, deionized water, toluene, a low carbon alcohol, andthe like) is present therein said coils during the incineration stepwithin the combustion chamber 14. Upon exposure to sufficient heattherein, the working fluid evaporates to form a steam (at temperaturesbetween 400 and 1,000° F.) which is then pumped through insulated steamlines 16 on the device 10 downward to a multi-piston engine 18. Thepistons (as in FIGS. 7 through 11D) are then permitted to stroke throughthe steam presence, thereby creating mechanical energy that is thentransferred via a crankshaft 20 to an electrical generator 22. Acrankshaft coupling 20A is provided to prevent the spinning of theelectric generator 22 to drive the engine 18 if the engine 18 slows orstops operating. Simultaneously, the working fluid in steam formsubsequently moves from the engine 18 to a condenser unit 23, includinga radiator 26 and cooling fan(s) 24 to which all liquid condensate isthen moved to a water reservoir 28. The supply of working fluid is thentransported back to the heat exchanger within the combustion chamber 14via a feeder pump 32 or sent directly to the engine 18 to act as alubricant therefore. Additionally, gauges 36 are included to monitorpressures, RPMs, and other like physical properties throughout theoverall device 10.

FIG. 4 shows the internal components of the fuel and engine subsystemsof the inventive device of FIG. 3. The combustion chamber 114 is coveredby an insulated shroud 166 (made from a suitable metal to withstand hightemperatures and to maintain internally generated heat therein) withinwhich is housed an incinerator (FIG. 6). The chamber 114 is configuredto allow for cyclonic circulation of heat around heat exchanger coils160 made from, as one example, stainless steel. A working fluid isintroduced within the coils 160 through a pressure pump, whereupon thesurface area for heat exchange accorded by the coils 160 facilitatessteam generation in an efficient and effective manner. Insulated steamlines 162 are directed to the engine cylinder 18 to allow for transferof the steam to the engine 18. An exhaust pipe 134 dissipates exhaustfrom the incinerator into the surrounding environment.

The steam lines 162 thus move steam into a manifold 524 that leads tothe engine cylinders 140, 150 of the engine 141, to drive the pistons142, 152 in order to generate mechanical energy through continuedstroking of the pistons due to the steam moving there through. Thepistons 142, 152 include connectors 118 that are connected to a camshaft120 that translates the piston movements downward to an electricalgenerator.

FIG. 3A shows an electrical generation device 10A with the same basicengine and recirculation components of the device 10 in FIG. 3 (and allthe parts of FIG. 3 that are present in FIG. 3 are denoted with the samereference numbers, but with an “A” suffix). The different combustionchamber 14A is rectangular in shape with an exhaust pipe 34A on its side(rather than out its top). As well, the steam feed lines 17A leadthrough a center feed 15A rather than through four separate lines (asshown by 16 in FIG. 3).

FIG. 4A shows the internal components of the rectangular combustionchamber 115A (14A of FIG. 3) including a heating manifold 119A formed bya refractory tube 121A around which working fluid transporting coils123A are wound. An energy retention disc 129A reflecting plate ispresent on the opposite end of the chamber to permit the generated heatto circulate through the manifold to allow for efficient and optimalexposure of the working fluid coils 123A. The working fluid can then beproperly heated upon the combustion step to create the necessary steamfor eventual transport to the engine device 118 through transfer lines116A, 137A, 139A. Open space resides within the manifold 119A and withinthe spaces in which the working fluid coils 123A are present to allowfor further and maximum exposure to the generated heat from thecombustion of the fuel/gases. A pass divider 117A is present to create asurrounding chamber 135A within which further delivery coils 125A arepresent around the entire manifold 119A. This surrounding chamber 135Aleads to exhaust ways 133A that lead to a shared exhaust pipe 134A todelivery the exhaust gases subsequent to combustion and heat exposurefor the working fluid. The delivery coils 125A lead the steam (formerworking fluid) to a central steam feed line 137A that, in turn, shuntsinto separate feed lines 139A in a radial fashion to steam feed lines116A on to the engine 118. Such a different combustion chamber provideshighly effective and efficient steam generation through proper exposureto high temperatures subsequent to combustion of the fuel. If desired,however, the working fluid coils 123A may be present over the entiremanifold 119A; however, it has been realized that the capability ofproviding greater open space within the manifold to allow for greaterretention of high temperatures for more effective steam generation, aswell as potentially longer retention of steam for transport through theengine for more reliable and efficient electrical generation.

The working fluid coils (tubes) within either of the potentiallypreferred, non-limiting, combustion chambers described in relation toFIGS. 4 and 4A, above, may be of any length and diameter to fit withinthe spaces provided and to allow for optimal exposure to combustion heatsources to cause the working fluid therein to become gaseous in nature.Thus, tube coils with outer diameters of from ¼ inch to ⅝ inch,preferably about ⅜ inch, with a number of coils (turns) from 35 to 45around the combustion chamber (in FIG. 4 circling the chamber, in FIG.4A surrounding the refractory tube). Additionally, the further coils(tubes) that lead from the combustion chamber to the feed lines to theengine are similar in configuration, as well.

As noted above, one alternative to prevent overflow and/or pressurebuildup of liquid fuel as it is fed to the combustion chamber is areservoir designed to permit efficient utilization of fuel supply(again, a direct feed line may provide an effective remedy for suchpotential problems, as well). In one potential embodiment, adouble-walled siphon reservoir is included for this purpose. FIG. 5shows such a potentially preferred reservoir 500 with an inner chamber510. The space between the two chambers 520 continuous holds overflowfrom the inner chamber 510 with a tank line 550 leading back to the fueltank (200 of FIG. 1). In this manner, a reservoir line 530 transfersfuel from the tank to the inner chamber 510, where the fuel is depositedwithin the inner chamber 510 for siphoning by a combustion line 540 todeliver fuel to the combustion chamber (14 of FIG. 3). Since the amountof fuel to be siphoned by the combustion line 540 is rather small, butthe continued delivery of appropriate amounts of fuel is necessary tocontinuously operate the overall device, the double-walled reservoir 500provides this capability without wasting any of the fuel source itself.

With a liquid fuel source, the combustion step may require means toincrease the available surface area of the fuel, particularly to reducethe temperature necessary to effectuate proper and complete incinerationof the fuel itself. To that end, FIG. 5 provides one potentiallypreferred embodiment includes an atomizer component 575 within andattached to the combustion chamber 580. The component 590 includes afuel pre-heater 560 to which a combustion line 550 from the fuelreservoir (as in FIG. 5) is attached for the delivery of liquid fuelthereto. The pre-heater 560 increases the fuel temperature to an initiallevel of 120 to 160° C. in order to facilitate atomization thereof. Anatomizer line 570 then leads into the combustion chamber 580 anddirectly to the atomizer device 590 which subsequently separates thepre-heated liquid fuel into any range of sizes from droplets to a finemist. The resultant atomized liquid exit's the atomizer 590 into thepresence of an igniter 600 whereupon the resultant atomized fuel isignited (in the presence of oxidizer) to generate sufficient heat tothen transfer to the heat exchanger (160 of FIG. 4).

The continued generation of heat through these procedures, thus leads tothe transfer of steam to a steam engine for mechanical energygeneration. The potentially preferred engine is provided in FIGS. 7through 11D. Referring to the several views of these drawings, andinitially FIG. 4, the steam engine component of the present invention isshown and is generally indicated as 10. An upper portion 12 of theengine 10 has a radial arrangement of cylinders 20. Low pressure (i.e.,generally between 20 psi-200 psi), low temperature (i.e., generallybetween 400° F. to 1000° F.) steam is generated from the combustionchamber (14 of FIG. 3, 14A of FIG. 3A). The low pressure, lowtemperature steam is directed through a steam line (16 of FIG. 3, 15A ofFIG. 3A) that connects to a steam inlet port 19 on a generally circularmanifold 18 that is supported on the upper portion 12 of the engine 10.Manifold 18 is structured and disposed to equally distribute the lowpressure to intake valves at each cylinder 20. A central portion 14 ofthe engine 10 includes the condenser 30 including a chamber 32 that issurrounded by a folded star-shaped condenser wall 34. The steam presentwithin the steam line (16 of FIG. 3, 16A of FIG. 3A) and that istransported through the engine 10 is sent through a cooling fan (24 ofFIG. 3, 24A of FIG. 3A) and radiator (26 of FIG. 3, 26A of FIG. 3A) tocondense and is either returned to the combustion chamber (14 of FIG. 3,14A of FIG. 3A) or to the engine 110 as a lubricant and coolant. A fluidpump 136 on the engine is driven by rotation of the crankshaft (20 ofFIG. 3, 20A of FIG. 3A).

Referring to FIG. 7, each cylinder 20 in the radial arrangement includesa reciprocating piston assembly 50, including a piston head 52 thatmoves in a reciprocating motion within the cylinder 20 through a fullpiston stroke. A connecting rod 54 is pivotally linked to the pistonhead 52 and a central crank disk or spider bearing 60. Morespecifically, the connecting rod 54 of each piston assembly 50 ispivotally linked at an upper end to the piston head 52 with a wrist pinbearing 56. Similarly, a lower end of the connecting rod 54 is pivotallylinked to the crank disk 60 with a wrist pin bearing 58. The crank disk60 is eccentrically fixed to the crankshaft 24. More particularly, acrank arm on the crankshaft 24 is rotatably fitted to the center of thecrank disk 60 so that the center of the crank disk 60 is offset relativeto the longitudinal axis of the crankshaft 24. As steam is injected intothe top of each cylinder 20 and the piston 52 is moved downwardly withinthe cylinder, the connecting rod 54 pivots and transmits a force on thecrank disk 60 that is offset relative to the longitudinal central axison the crankshaft 24, thereby causing the crank disk 60 to move in anorbiting motion around the central longitudinal axis of the crankshaft24, as the crankshaft is turned. Movement on the crank disk 60 about afull orbital motion, with a complete turn of the crankshaft 24, causesthe lower pivoting end of each connecting rod 54 to travel through acircular path, as indicated by the arrow in FIGS. 11-11D. Restrictorpins 64 associated with each cylinder are fixed to the crank disk 60 andare specifically spaced and arranged relative to one another so as toabut against ears 59 on the lower end of the connecting rod 54 to limitangular deflection of each connecting rod 54.

The steam injection valve assembly is shown in FIGS. 8-10. Referring toFIGS. 8, 9 and 10, a valve head 70 is located at the top of eachcylinder. The valve head includes a valve seat 72 and a valve cap 74. Apoppet valve 76 moves in relation to the valve seat 72, between an openposition (see FIG. 9) and a closed position (see FIG. 10). Steam fromthe manifold 18 is directed into a valve chamber 78 within the valvehead 70 and, when the poppet valve 76 is opened, the steam is injectedthrough a port 80 and into the top of the cylinder 20. The valve chamber78 is surrounded by an insulating material 82 to maintain thetemperature of the steam within the chamber 78 when the valve 76 isclosed. An elongate valve stem 84 extends from the poppet valve 76inwardly towards a cam follower guide ring 86, as seen in FIG. 8.Referring to FIG. 8, it is seen that the valve stems 84 are arranged inthe same radial configuration as the cylinders 20, with the valve stems84 extending from the valve heads 70 at the top of the cylinders andinwardly to the cam follower guide ring 86. The valve stems 84 eachextend through a valve stem tube 88 that is fitted to a seal gland 90 atthe base of the valve head 70. A seal packing 91 and an O-ring 92 helpto discourage escape of the steam from the valve head 70. An oppositeinboard end of the valve stem tube 88 is fitted to an attachment tube 94that extends into the cam follower guide ring 86. Cam followers 96fitted to the end of each valve stem 84 are positioned to extendradially inward into an area 87 within the cam follower guide ring 86 atequally spaced intervals relative to the inner circumference of theguide ring. The cam followers 96 are urged inwardly towards the areawithin the guide ring by return springs 97 within the respectiveattachment tubes 94.

A ball bearing cam roller 100 is connected to the top of the spiderbearing and/or a crank throw linked to the crankshaft. The cam roller100 orbits about a circular path within the interior area 87 surroundedby the cam follower guide ring 86. A cam counter-balance weight 102stabilizes movement of the cam roller 100 as it moves in the eccentricpath within the cam follower guide ring 86. The cam roller 100 isspecifically sized, structured and disposed for contacting the camfollowers 96 on the ends of the valve stems 84. More particularly, asthe cam roller 100 moves about the orbital path, it is in contact, atall times with at least one cam follower 96. Movement of the pistons 50to drive the spider bearing 60 and the crankshaft 24 serves to also movethe cam roller 100 in its circular path. As the cam roller 100 contactseach cam follower 96, the associated valve stem 84 is urged axiallyoutward to open the respective poppet valve 76, thereby injecting steaminto the associated cylinder 20. As previously noted, the cam roller 100is always in contact with at least one cam follower 96, so that at anygiven moment, steam is being injected into at least one cylinder. As thecam roller 100 moves away from one cam follower 96, it simultaneouslycontacts the next cam follower 96, so that there is an overlap period ofsteam injection into two adjacent cylinders.

Referring to FIGS. 11-11D, each piston assembly 50 within a respectivecylinder 20 includes piston head 52 with a seal 53 that engages theinner wall surfaces of the cylinder. As the connecting rod 54 isangularly displaced during the exhaust stroke (see FIG. 11D), a valvelifter 110 on the top end of the connecting rod 54, defined by agenerally triangular formation with an apex, hits an exhaust reed valve120 on the top of the piston head 52. The valve lifter 110 urges theexhaust reed valve 120 from a relaxed position to a raised position,against the force of the spring action of the reed valve flap which issecured at one end by fastener 122 to the piston head 52. With the reedvalve flap 120 in the open position, as seen in FIG. 11D, the lowpressure steam in the upper portion of the cylinder is released throughports 130 formed through the piston head 52, allowing the steam toexhaust into a condenser chamber 132 of the engine 10 as the piston 50returns to the top dead center position. In such an engine, thecylinders 52 of the engine are arranged in a radial configuration withthe cylinder heads 51 and valves 53 extending into the cyclone furnace.A cam 70 moves push-rods 74 to control opening of steam injection valves53. At higher engine speeds, the steam injection valves 53 are fullyopened to inject steam into the cylinders 52, causing piston heads 54 tobe pushed radially inward. Movement of the piston heads 54 causesconnecting rods 56 to move radially inward to rotate crank disk 61 andcrankshaft 60. Each connecting rod 56 connects to the crank disk 61.More specifically, the inner circular surface of the connecting rod linkis fitted with a bearing ring 59 for engagement about hub 63 on thecrank disk 61. In a preferred embodiment, the crank disk 61 is formed ofa bearing material which surrounds the outer surface of the connectingrod link, thereby providing a double-backed bearing to carry the pistonload. The connecting rods 56 are driven by this crank disk 61. Theserods are mounted at equal intervals around the periphery of thiscircular bearing. The lower portions of the double-backed bearingsjoining the piston connecting rods to the crank disk 61 are designed tolimit the angular deflection of the connecting rods 56 so that clearanceis maintained between all six connecting rods during one full rotationof the crankshaft 60. The center of the crank disk 61 is yoked to asingle crankshaft journal 62 that is offset from the central axis of thecrankshaft 60. While the bottom ends of the connecting rods 56 rotate ina circle about the crank disk 61, the offset of the crank journal 62 onwhich the crank disk 61 rides creates a geometry that makes theresultant rotation of these rods travel about an elliptical path. Thisunique geometry confers two advantages to the operation of the engine.First, during the power stroke of each piston, its connecting rod is invertical alignment with the motion of the driving piston therebytransferring the full force of the stroke. Second, the offset betweenthe connecting rods 56 and the crank disk 61, the offset between thecrank disk and the crank journal 62, and the offset of the crank journal62 to the crankshaft 60 itself, combine to create a lever arm thatamplifies the force of each individual power stroke without increasingthe distance the piston travels. Accordingly, the mechanical efficiencyis enhanced. This arrangement also provides increased time for steamadmission and exhaust.

Steam under super-critical pressure is admitted to the cylinders 52 ofthe engine by a mechanically linked throttle mechanism acting on thesteam injection needle valve 53. To withstand the 600-1,000° F.operating temperatures, the needle valves 53 are water cooled at thebottom of their stems by water piped from and returned to the condenser30 by a water lubrication pump 96. Along the middle of the valve stems,a series of labyrinth seals, or grooves in the valve stem, inconjunction with packing rings and lower lip seals, create a sealbetween each valve stem and a bushing within which the valve moves. Thisseals and separates the coolant flowing past the top of the valve stemand the approximate 225 psi pressure that is encountered at the head andseat of each valve. Removal of this valve 53, as well as adjustment forits seating clearance, can be made by threads machined in the upper bodyof the valve assembly. The needle valve 53 admitting the super-heatedsteam is positively closed by a spring 82 within each valve rocker arm80 that is mounted to the periphery of the engine casing. Each spring 82exerts enough pressure to keep the valve 53 closed during staticconditions.

The motion to open each valve is initiated by a crankshaft-mounted camring 84. A lobe 85 on the cam ring forces a throttle follower 76 to‘bump’ a single pushrod 74 per cylinder 52. Each pushrod 74 extends fromnear the center of the radially configured six cylinder engine outwardto the needle valve rocker 80. The force of the throttle follower 76 onthe pushrod 74 overcomes the spring closure pressure and opens the valve53. Contact between the follower, the rocker arm 80, and the pushrod 74is determined by a threaded adjustment socket mounted on each needlevalve rocker arm 80.

Throttle control on the engine is achieved by varying the distance eachpushrod 74 is extended, with further extension opening the needle valvea greater amount to admit more super-heated fluid. All six rods 74 passthrough a throttle control ring 78 that rotates in an arc, displacingwhere the inner end of each push rod 74 rests on the arm of each camfollower (see FIG. 8). Unless the follower 76 is raised by the cam lobe85, all positions along the follower where the push rod 74 rests areequally ‘closed’. As the arc of the throttle ring 78 is shifted, theresting point of the push rod 74 shifts the lever arm further out andaway from the fulcrum of the follower. When the follower 76 is bumped bythe cam lobe 85, the arc distance that the arm traverses is magnified,thereby driving the push rod 74 further, and thus opening the needlevalve 53 further. A single lever attached to the throttle ring andextending to the outside of the engine casing is used to shift the arcof the throttle ring, and thus becomes the engine throttle.

As the throttle ring 78 is advanced, more steam is admitted to thecylinder, allowing an increase in RPM. When the RPM increases, the pump90 supplies hydraulic pressure to lift the cam ring 84 to high speedforward. The cam ring 84 moves in two phases, jacking up the cam todecrease the cam lobe duration and advance the cam timing. This occursgradually as the RPM's are increased to a pre-determined position. Theshift lever 102 is spring loaded on the shifting rod 104 to allow thesleeve 86 to lift the cam ring 84.

To reverse the engine, it must be stopped by closing the throttle.Reversing the engine is not accomplished by selecting transmissiongears, but is done by altering the timing. More specifically, reversingthe engine is accomplished by pushing the shift rod 104 to lift the camsleeve 86 up the crankshaft 60 as the sleeve cam pin 88 travels in aspiraling groove in the cam ring causing the crank to advance the earnpast top dead center. The engine will now run in reverse as the pistonpushes the crank disk at an angle relative to the crankshaft in thedirection of reverse rotation. This shifting movement moves only thetiming and not the duration of the cam lobe to valve opening. This willgive full torque and self-starting in reverse. High speed is notnecessary in reverse.

Exhaust steam is directed through a primary coil which also serves topreheat the water in the generator (22 of FIG. 3, 22A of FIG. 3A). Theexhaust steam is then directed through the condenser 30, in acentrifugal system of compressive condensation. As described above, thecooling air circulates through the flat plates, is heated in an exhaustheat exchanger 42 and is directed into the burner 40. This reheat cycleof air greatly adds to the efficiency and compactness of the engine.

The water delivery requirements of the engine are served by a poly-phasepump 90 that comprises three pressure pump systems. One is a highpressure pump system 92 mounted adjacently within the same housing. Amedium pressure pump system 94 supplies the water pressure to activatethe clearance volume valve and the water pressure to operate the camtiming mechanism. A lower pressure pump system 96 provides lubricationand cooling to the engine. The high pressure unit pumps water from thecondenser sump 34 through six individual lines 21, past the coils of thecombustion chamber 22 to each of the six needle valves 53 that providethe super-heated fluid to the power head of the engine. This highpressure section of the poly-phase pump 90 contains radially arrangedpistons that closely resemble the configuration of the larger power headof the engine. The water delivery line coming off each of the water pumppistons is connected by a manifold 98 that connects to a regulatorshared by all six delivery lines that acts to equalize and regulate thewater delivery pressure to the six pistons of the power head. Allregulate the water delivery pressure to the six pistons of the powerhead. All pumping sub units within the poly-phase pump are driven by acentral shaft. This pump drive shaft is connected to the main enginecrankshaft 60 by a mechanical coupler. When the engine is stopped, anauxiliary electric motor pumps the water, maintaining the water pressurenecessary to restarting the engine.

Thus, the overall all-in-one device includes, as necessary components, aworking fluid pump, a used fuel source heater, a dual container siphonreservoir, at least one combustion air fan, a combustion chamber withcoiled metal (such as, as one example, stainless steel) lines forwater/steam movement, one fuel injector with an igniter, an exhaustsystem, a shaft coupling, an electrical generator, a cooling fan andradiator assembly, a condensing reservoir, an air compressor (optional),and a specific steam engine with radial cylindrical pistons attached toa cam shaft. Such components are provided, with other switches, propertubing and wiring, and other components, such as measurement gauges,mounting plates, and a metal frame, to provide a compact and efficientdevice to generate electricity through a portable configuration andthrough the utilization of waste oil, diesel, gasoline, natural gas,methane or syngas fuel sources.

The specific steam engine itself includes, as necessary components, acondenser, a steam generator and a main engine section having valves,cylinders, pistons, pushrods, a main bearing, cams and a camshaft.Ambient air is introduced into the combustion chamber by intakeblower(s). In the combustion chamber, the air is mixed with fuel from afuel atomizer and ignited by an electric igniter. The burner burns theatomized fuel in a combustion chamber sized properly to allow forcomplete incineration of the fuel. The hot gases travel over the superheater coils (larger tubes nearest the flame) and then redirected overthe remaining coiled tubes before it is exhausted out the flue. Thesteam temperature in the tube(s) will reach temperature of between 450to 600 degrees F. The cylinders of the engine are arranged in a radialconfiguration. In the combustion chamber, the steam is super heated andmaintained at a pressure up to approximately 200 to 300 psi.

The exhaust steam is directed through a condenser located directly underthe pistons. From there the fluid/steam travels through a radiator onits way to the condensing tub at the bottom of the total device. Asnoted above, the heat from the condenser may be captured and utilized toheat a space adjacent to the device or even transferred through ducts toa selected area. With the continued recycling of the working fluid, thecondenser will continuously exhibit an exothermic state that permitssuch a beneficial function.

The speed and torque of the engine are controlled by a rocker and camdesign which serves to open and close a needle type valve in the enginehead. When the valve is opened, high pressure, high temperature steam isinjected into the cylinder and allowed to expand on the top of thepiston high pressure. In addition, it provides such a system whereinsuch at least one electrical network further comprises at least oneconnection to at least one larger electrical grid. The overall devicemay also be connected to a single or multiple electrical outlets (oreven directly into apparatuses that utilize electricity generated insuch a fashion), if desired.

A complete disclosure of the details and essence of this invention hasbeen made, and the best modes of practicing it as now contemplated havebeen presented. It will be apparent to all skilled in the art thatmodifications, substitutions and additions may be made in the elementsof the invention without departing from its concepts, the scope of whichis defined and limited only by the ensuing claims.

What we claim is:
 1. A heat exchanger including a housing having a toppanel, a bottom panel, two side panels, a front panel, and an end panel,wherein said housing includes therein a heating manifold formed by arefractory tube, wherein said refractory tube is configured inperpendicular relation to and extending from said front panel such thatsaid tube includes an opening within said housing; wherein said housingincludes a dividing tube that is configured in perpendicular relation toand extending from said end panel such that said tube includes anopening within said housing and within which is disposed said refractorytube; wherein said housing includes an energy retention disc disposedalong the internal wall of said end panel, and thus substantiallyperpendicular to said dividing tube; wherein said housing includes atleast one coiled tube encircling said dividing tube; and wherein saidhousing further includes at least two exhaust ports disposed within saidend panel and with one of said ports disposed between said dividing tubeand said top panel and the other disposed between said dividing tube andsaid bottom panel.
 2. The heat exchanger of claim 1 wherein said coiledtube exhibits an inner diameter of about ⅛ inch to about ½ inch and anouter diameter of from about ⅜ inch to about ¾ inch.
 3. The heatexchanger of claim 2 wherein at least 2 coiled tubes are present.
 4. Theheat exchanger of claim 3 wherein at least 3 coiled tubes are present.5. The heat exchanger of claim 1 wherein said top panel and said bottomare insulated.
 6. The heat exchanger of claim 1 wherein said refractorytube includes a means for heat generation and wherein heat generatedtherefrom flows away from said refractory tube to the manifold.
 7. Agenset device including the a) heat exchanger of claim 1; b) a steamengine component including i) a plurality of radially configured pistonspresent in substantially the same plane through which said steam fromsaid heat exchanger passes to create piston movement thereby, ii) driveshaft that rotates in response to said pistons of i); and c) an electricgenerator component for which the movement of said drive shaft createselectrical charge.
 8. A genset device including the a) heat exchanger ofclaim 2; b) a steam engine component including i) a plurality ofradially configured pistons present in substantially the same planethrough which said steam from said heat exchanger passes to createpiston movement thereby, ii) drive shaft that rotates in response tosaid pistons of i); and c) an electric generator component for which themovement of said drive shaft creates electrical charge. combustionengine including the heat exchanger of claim 2 and a dynamo component.9. A genset device including the a) heat exchanger of claim 3; b) asteam engine component including i) a plurality of radially configuredpistons present in substantially the same plane through which said steamfrom said heat exchanger passes to create piston movement thereby, ii)drive shaft that rotates in response to said pistons of i); and c) anelectric generator component for which the movement of said drive shaftcreates electrical charge.
 10. A genset device including the a) heatexchanger of claim 4; b) a steam engine component including i) aplurality of radially configured pistons present in substantially thesame plane through which said steam from said heat exchanger passes tocreate piston movement thereby, ii) drive shaft that rotates in responseto said pistons of i); and c) an electric generator component for whichthe movement of said drive shaft creates electrical charge.
 11. A gensetdevice including the a) heat exchanger of claim 5; b) a steam enginecomponent including i) a plurality of radially configured pistonspresent in substantially the same plane through which said steam fromsaid heat exchanger passes to create piston movement thereby, ii) driveshaft that rotates in response to said pistons of i); and c) an electricgenerator component for which the movement of said drive shaft createselectrical charge.
 12. A genset device including the a) heat exchangerof claim 6; b) a steam engine component including i) a plurality ofradially configured pistons present in substantially the same planethrough which said steam from said heat exchanger passes to createpiston movement thereby, ii) drive shaft that rotates in response tosaid pistons of i); and c) an electric generator component for which themovement of said drive shaft creates electrical charge.
 13. A method ofgenerating electrical charge through the utilization of the gensetdevice of claim
 7. 14. A method of generating electrical charge throughthe utilization of the genset device of claim
 8. 15. A method ofgenerating electrical charge through the utilization of the gensetdevice of claim
 9. 16. A method of generating electrical charge throughthe utilization of the genset device of claim
 10. 17. A method ofgenerating electrical charge through the utilization of the gensetdevice of claim
 11. 18. A method of generating electrical charge throughthe utilization of the genset device of claim 12.